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At the 2016 SEMA Show, Steve Roberts from Advance Adapters and Stephen “Steve” Sanders of Cummins Repower program share in-depth details on the Cummins 2.8L diesel crate engine conversion. Tailored for Jeep®, Land Cruisers, Land Rovers, light trucks and other swaps, the high-tech R2.8L common rail diesel (CRD) is a potent, fuel efficient, self-contained “crate” solution for maximum torque output and reliability.

The Cummins P/N 5467046 complete crate engine package is now available. Initially, Cummins will market these engines from the Cummins Repower website. Following the sale of 500 engines, dealers like Advance Adapters will be on board for direct sale of engines and adapter packages. For details on installation developments, contact Advance Adapters at http://www.AdvanceAdapters.com or phone the Advance Adapters tech support line at 1-800-350-2223.

At the Cummins Repower site, see the footnotes regarding current Federal and local emissions legality status. At launch, the $8,999 MSRP includes the complete engine and accessories package as itemized at the Cummins Repower site. Available transmission adapters, motor mount kits and other installation components are sold separately at Advance Adapters. Visit Cummins Repower athttps://cumminsengines.com/repower.aspx for details.

Updates: On November 2, 2017, 4WD Mechanix Magazine interviewed Steve Sanders at the Cummin Repower booth, 2017 SEMA Show. Steve updated us with in-depth details on installing this engine and the latest developments around the Cummins launch of the R2.8L diesel crate engine. After reviewing the article and video coverage (below), see our in-depth video update interview at: http://www.4wdmechanix.com/2017-sema-show-updates-on-the-cummins-r2-8l-diesel-crate-engine/.

The Cummins R2.8L four-cylinder diesel crate engine package is now available…Up-to-date pricing is posted at the Cummins Repower site!

Cummins is a globally respected builder of industrial, commercial (medium-duty and heavy-duty trucks) plus light-duty diesel engines. The Cummins Repower program now enables Jeep® owners and other 4×4 enthusiasts to join the Cummins family! The venerable ‘ISB’ engines, like the 5.9L 24-valve CRD in the magazine’s ’05 Ram 3500 4×4, are a testimony to the rugged reliability and efficiency of Cummins engines. The newer generation 5.0L V-8 Nissan Titan and R2.8L four take Cummins power to the next level. This Cummins R2.8L power has been used in Brazilian Ford F350 trucks. It has been beta tested in a Nissan Frontier concept truck plus media and fabrication shop vehicles. The engine is now on sale and available to Jeep®, Land Cruiser, Land Rover and other 4×4 enthusiasts!

The R2.8L four-cylinder inline common rail diesel (electronic injector CRD) is now offered as a “crate engine” for ease of installation. The package includes important details like the ECM, a wiring harness and other “turn-key” features. Run-ready Repower engines are a Cummins specialty, the company sells complete, “crate” powerplants across the globe.

Turbocharging is integral to the engine. The package comes complete with the starter assembly, alternator and provision for engine driven accessories. Advance Adapters’ precision transmission adapters and motor mount kits complement the legendary Cummins reliability in this contemporary,”clean” technology.

The engine comes with a finned cooler and fittings for remotely mounting the oil filter. 4x4s with a driver’s side drop front driveline could place a risk on an engine-mounted oil filter. (Older Jeep® inline sixes have a history of puncturing oil filter canisters along rugged trails.) Cummins provides fittings for the remote oil filter.

Though “busy”, everything fits neatly in the Jeep® TJ Wrangler installation at left. (See additional installations in 4WD Mechanix Magazine’s 2017 SEMA Show interview video!) On this installation, the remote oil filter mounts near the brake master cylinder/booster assembly. At right, the front of the crate engine provides easier adaptation of engine driven accessories. Cummins crates this R2.8L Repower engine with a new alternator, common 8-rib belt pulleys, the belt tensioner and a universal bracket for the A/C compressor. A new power steering pump (not shown here) is also included in the package.

Fully operational and featuring the vehicle’s original functionality, the R2.8L nestles neatly in this Jeep® TJ Wrangler engine bay. The stock 4.0L radiator is able to handle the rated 161 horsepower and 267 ft-lbs of torque, claiming an operating temperature of 177-180 degrees F. The precision machining on the Advance Adapters engine-to-transmission adapter assures a proper fit. Currently, the transmission adapter lineup fits the Ax15/NV3550 and G.M. automatics. Discussion is underway around fitting the Aisin AW4/A340 transmissions. The AW4 automatic transmission is common to both Jeep® XJ Cherokee and Toyota truck applications.

The initial launch from Advance Adapters will include several Jeep® engine mount kits and transmission adapters that include the Jeep® AX15/NV3550 and G.M. automatics. The Cummins proposed target is a 50-State legal, California (C.A.R.B.) E.O. certified crate engine, initially for models through 1999 and including the Jeep® CJ, YJ and TJ Wrangler plus the XJ Cherokee. See the Cummins website and updates for emissions legality details.

The certification goal for the R2.8L Cummins diesel will be Tier 1 emissions standards for a run-ready crate engine. Steve Sanders goes into the actual installation details in our 2017 SEMA Show interview. According to Cummins, by design this engine is capable of meeting later, higher tier requirements and should eventually qualify for later vehicle applications like the Jeep® JK Wrangler.

As an application, the magazine’s 1999 Jeep® XJ Cherokee fits Tier 1 and would be emissions legal for a ‘how-to’ installation of the Cummins R2.8L diesel when Cummins secures a California E.O. number. Expect updates on emissions legality for this engine. Once 50-State legal, an R2.8L diesel swap into the magazine’s XJ Cherokee would be a consideration. The step-by-step process would be covered in HD video at the magazine…Stay tuned, we’ll see what develops!

Stay informed on the latest developments from Advance Adapters and Cummins. Visit the websites at:

Footnote/Cautions: Be aware that any engine conversion of this kind requires fabrication work and a knowledge of vehicle engine, transmission, electrical, driveline and chassis systems. A simplified outline of this kind of project includes but is not limited to:

1) Fabrication of frame mounts, the air conditioning compressor pedestal and any power steering pump/hose requirements.

3) An electrical wiring interface with the OEM ignition/starter switch, the gauge senders and any computer or onboard diagnostics. Starter and alternator wiring must interface with the chassis and gauge needs.

4) Safe and suitable fuel pump lines from the tank, a return fuel line to the tank if required, a safe and emissions legal evaporative system, and any electrical circuits related to fuel flow or fuel gauge readout will be part of the project.

5) Exhaust system fabrication and miscellaneous mate-up work related to the vehicle’s chassis, your transmission choice, and the vehicle’s driveline, ABS and speed sensor needs.

Minimally, if you do not have a full knowledge of your vehicle’s electrical and electronic needs or requirements, or if you do not have proficient welding and cutting skills for fabricating mounts and brackets, you will be subletting these chores to a qualified fabrication shop. There is no “complete bolt-in kit” or plug-and-play chassis wiring harness currently available for installing the R2.8L Cummins diesel into a specific vehicle make and model. Consult Advance Adapters for details on how to best approach this project and the adaptation components now available—and those under development. The 4WD Mechanix Magazine ‘Tech and Travel’ Forums remain a resource for unanswered questions.

Kevin…As of the video interview at 2016 SEMA Show, neither Cummins Repower nor Advance Adapters had hard figures on the cost for the complete crate engine or the adapters. The intent is to make this crate engine package 50-State emissions legal. After that point (early 2017), the complete package will be sold through Advance Adapters. Advance Adapters is your source for pricing and other details. Contact: Advance Adapters website.

Also contact Advance Adapters for details on the models covered by this swap. Initially, the adapters will be for the 5-speed AX15 and NV3550: Jeep YJ and TJ Wrangler applications and rare XJ Cherokees equipped with these manual transmissions. AA and Cummins will be working on an adapter to the AW4, the automatic transmission in our 1999 XJ Cherokee.

Initially, the Tier 1 emissions certification would only reach to 1999/2000 model year vehicles. Undoubtedly, the long term goal is to certify this crate engine to higher Tier levels, which would reach into the Jeep JK Wrangler models (at least the 2007-2011 models, perhaps even later JKs). This is all dependent upon California E.O. emissions certification and the ability to package and sell this crate engine for later applications than Tier 1.

You and others can reach me for further questions on this engine and my R2.8L Cummins diesel swap into the XJ Cherokee at the magazine’s forums: 4WD Mechanix ‘Tech and Travel’ Forums. Please join the forums (free) and post at the Jeep section, I’ll watch for your topic questions and gladly reply there.

Tim, the quick answer would be, “Yes.” However, there are several details and adaptation needs involved. I would very much like to expand on your question at the magazine’s forums: 4WD Mechanix ‘Tech and Travel’ Forums. If you would like to post your question/topic at the Ford Bronco section, I’ll watch for the topic and elaborate there. Thanks…

Agreed, Andy…I’d like to continue the discussion at the Toyota forum (http://forums.4WDmechanix.com), as there are many reasons for making the 4-Runner a Cummins swap. Not the least, Advance Adapters is very familiar with the Toyota 4x4s. There’s now a precedent with Nissan’s Titan and a Japanese “import” truck turning to Cummins for power. A natural with these high-tech diesels!

I would love to put this motor in my 2002 Isuzu Trooper. Is there or will there be info on what vehicles this motor will be compatible with? Been searching for more info on this dream motor all over the web with little luck. Thanks for all the info you provide!

Currently, the R2.8L Cummins adapter from Advance Adapters is for the popular AX15 transmission (similar to Toyota A150). This could provide a route for the early round of transplants if the AX15 transmission would mate to your transfer case, that’s worth exploring…I’m working with Advance Adapters around the Aisin AW4 automatic transmission application, which would include the popular 4.0L XJ Cherokee and other Jeep applications.

Let’s keep this dialogue going, join us at the forums: http://forums.4WDmechanix.com. I’ll add an Isuzu section for your use there, you have a great vehicle for the Cummins diesel engine!—Moses

Harry…Why not? There have been Land Rover models with European diesel engines. This Cummins engine is high tech and has been used in a F-350 at Brazil. Would seem a natural. Stay in touch with Advance Adapters about transmission options, currently you would need an AX15 Aisin and the AA adapter package. Adapting the AX15 to your transfer case could be discussed with AA, there’s also the rugged Atlas transfer case from Advance Adapters if the drop side is correct. If demand exists, perhaps there would be a Land Rover specific kit at some point. Join us at the forums, we can explore this further: http://forums.4WDmechanix.com. I set up a Land Rover/Defender section some time ago. Your involvement would be welcome—and jump-start the topics!

The current Advance Adapters kit targets the Jeep AX15 transmission. This is Aisin and similar to the Toyota A150. You may have a way to go with an A150 adaptation to your ’86 Toyota. No 8-speed automatic adapter at present, watch the Advance Adapters site (www.AdvanceAdapters.com) for updates on applications, availability and pricing. 4WD Mechanix Magazine will be involved with an XJ Cherokee swap later this year, the AW4 automatic in the XJ has been used by a variety of Japanese vehicles and Jeep/Dodge Dakota. This would be a possible route for your ’86 Toyota application as well. Toyota has used the Aisin-Warner AW4 in a number of applications.

Current adapter from Advance Adapters is to the AX15 Aisin 5-speed, a similar bolt-up to the Jeep NV3550. With an Amigo, it would seem wisest to explore the AX15 fit, and Advance Adapters is a direct distributor for Aisin AX15 brand new units. We will be covering developments on the R2.8L Cummins crate engine swap at the magazine and forums (http://forums.4WDmechanix.com). Join us at the forums, we’ll be able to share your interest with AA and Cummins Repower.

There is a way to do this with a Dakota: Many Dodge Dakotas use the AX15 manual transmission. The current adapter is actually for an AX15 (Jeep version, would also work with the Dakota AX15). If anyone has a Dakota with the AX15, this could work. As for the automatic transmission, I’m in line for the adapter to the AW4 Aisin unit used in the XJ Cherokee. Beyond that, it’s unclear whether other automatic transmission adapters will be available from Advance Adapters in the near future…You would still need to mate the R2.8L Cummins engine to the chassis, adapter motor mounts and such would need to be fabricated. Jeep mounts might be modified, or Advance Adapters also has universal mounts in the works. Will it fit? There’s plenty of room under the Dakota hood for this engine. Weight would be similar to the Dakota V-6, less than the V-8 pushrod engines.

I’ve craved a diesel powered D21 Nissan for years. Being Tier 1 certified would be plenty enough for my dream, just finding and mating the transmissions supplied in this truck are the question. Any idea if there will be adaptors for the Nissan trannys?

At present, the Jeep YJ/TJ Wrangler version of the Aisin AX15 transmission is the target for the first launch of the R2.8L diesel package. You could use the R2.8L with a Jeep bellhousing and AX15. If the Jeep type AX15 won’t mate to the Nissan transfer case, you could consider a Jeep or Toyota (A150 transmission models) transfer case as long as the “drop” is to the correct side of the vehicle for the front driveline and differential. An Atlas transfer case would be another option, set up with the correct drop side. Parts will be available through Advance Adapters once the 50-State (California) emissions certification is in place for the R2.8L Cummins diesel. The motor mounts, cooling system, exhaust and all electrical interface components would be additional considerations. Anything is possible, the only limitation is cost!

I am so amped up for this conversion. I am hoping to be the first Scrambler with this kit to be installed in the country. I already have an AX-15 in the Jeep so drive-line wise I should be ready to go. I just saw the updated email last week and they do not have pricing yet but the anticipation is killing me. I hope all said and done it will be under $10,000.

Steve, the current adapters are for the AX15 in Jeep and related vehicles. The earlier Dakota V-6 models did use the AX15 manual transmission, but you have an automatic. Your swap is something to discuss with the tech staff at Advance Adapters, they may have your transmission on the radar screen and certainly would be interested in your potential swap. The R2.8L diesel engine would certainly fit well although you would need adapters. In the first round of emissions approval, however, Cummins will apply for Tier 1, which is essentially through model years 1999/2000. I’m sure 2008 models will be considered shortly, as the Jeep JK Wrangler is a prime candidate for this engine, especially 2007-2011 model years. You can keep informed of developments at the magazine or our forums, where we have an active Dodge Dakota following at the Dodge truck section. Join us at: http://forums.4WDmechanix.com…Moses Ludel

Great write-up and information. This engine is definitely on my radar as a swap into my GMC Sonoma if you end up sorting compatibility with the GM 4L60E auto transmission. Thanks for all the responses and the information!

Brad, in my discussions with Advance Adapters, the 700R4 and 4L60E have been strong considerations. This would be a natural for the Sonoma when an adapter package becomes available. Advance Adapters would like your input, I’m sure!

A natural…Currently, an adapter is available to mate the AX15 for Wrangler and XJ Cherokees. A mate-up to earlier CJ transmissions would be likely. Advance Adapters sees this as a good fit for the CJs, and the emissions certification target date is this summer. Let’s watch for that California CARB approval and a crate engine that is 50-State emissions legal. Follow us at the magazine’s forums and share your interest in the Cummins R2.8L diesel conversion!

I’ve have a 72 bronco with 3 dead holes just crying for this 2.8. Where is it already? I could see this engine being very popular with the early bronco crowd. There isn’t a lot of engine options for us. Not many are willing to swap in a gm ls. Coyote is really expensive and difficult to swap. 302 and 351w’s are getting long in the tooth. Who’s going to build the small block ford adaptor?

Andy, in initial discussions with Advance Adapters and Cummins, the early Bronco was a definite target. This is a crate engine conversion, so mounts and other details are often shifted to the installer. Advance Adapters does sell the AX15 for early Bronco retrofit already. A/A’s universal motor mounts can be helpful, too…This five-speed transmission could make your swap even more practical with its overdrive. Contact Advance Adapters and share your interest. Keep us posted on your progress at the Bronco section of the magazine’s forums (http://forums.4WDmechanix.com). We’d like feedback on this swap if you pursue it!…Moses

Would love to see an adaptor for the Land Rover Disco 2, seeing as having the worst engine on the planet, and very few swap options out there. I was excited to see this coming to market, I’m in the need of an engine refresh, but may wait until this is available.

There is one Land Rover Discovery installation already racking up miles, Tray. This would be a good engine for your replacement! Let’s see what the emissions tests yield. The list of prospective vehicles is growing, and if 50-State legal emissions status develops, watch the R2.8L Cummins diesel’s popularity soar…Moses

Adapter to the transmission and the motor mounts would need to be worked out, plenty of room in your engine bay! Advance Adapters could comment on the mate-up. The four-cylinder R2.8L engine has been used in an F350 Ford pickup at Brazil, so apparently heavier GVW vehicles are candidates. The FJ80 is heavy, however. Frankly, I would prefer a Cummins BT6 or ISB engine for a heavier vehicle, this is the engine used in Ram trucks. (Lots of engine weight, though your FJ80 has a stout beam front axle for supporting a six-cylinder diesel; the spring rate would need to change.) You might be satisfied with the R2.8L, though in my view this is a light-duty vehicle engine (not a reflection on the engine’s integrity, simply the fact that there’s no substitute for horsepower and torque, which is dictated by engine displacement). There are AEV JK Wranglers with 2.8L VM conversions, presumably the owners wanted that level of power; the Cummins R2.8L is superior to the VM in my view. Again, I’m not a fan of 2.8L engines (including turbo-diesels) in vehicles with unloaded curb weights over 5,000 pounds.

Unique approach, I can see it, Travis! If/when Cummins gets the 50-State approval (a California E.O. number for emissions), the first target is Tier 1. This would include a model year 1987 Class 1 (passenger car) candidate. Let’s keep up the support for this diesel crate engine’s emission legal status. Still waiting for Cummins’ approval by C.A.R.B. at California…

Moses – Am thinking that this might be a dependable and different/unique ‘swap’ for an older truck. I have a 1939 Hudson 112 Model 90 pickup (pending rebuild/restoration), and think that the Cummins R2.8 w/AX15 (2WD/RWD) trans would work well together…

Rick…The R2.8L would be an optimal swap for your 1939 Hudson 112 Model 90 pickup! As a purist on restoration and bent on preserving the integrity of older vehicles like your Hudson pickup, I would personally focus on motor and transmission mounts that would not in any way modify or mar the original frame: At a later date, the truck could be brought back to pure stock with no scars or obstacles. This compact, self-contained engine would provide the engine-driven resources you might need, including a vacuum source, alternator, fuel pump and starter. Short in length, the engine could be carefully positioned for clearance at the radiator and firewall, beefing up the radiator and cooling system to handle the increased BTUs of the diesel engine…Currently, the transmission choice could be an AX15 five-speed or an automatic transmission that Advance Adapters has targeted.

Yes, this is a feasible, exciting and worthwhile swap into a vehicle that does not have emissions requirements. At the same time, the engine is high tech and emission efficient, an optimal crate package for your vintage pickup. The Cummins R2.8L engine has powered a Nissan Frontier concept pickup, a Brazilian F350 Ford truck and a variety of popular 4x4s. It would be great in your Hudson pickup…If you do follow through with this swap, please share the details and progress at the magazine’s forums…I’ll open up a vintage pickup section for your truck!

Moses – The purist aspect for my ’39 is much, much more of a concern than you might be aware. Try to find a 1939 Hudson Model 90 pickup, in ANY condition. Probably less than 18-20 in existence.

Have made inquiries to both Cummins, and to Advance Adapters – the same day that I made my initial post here. Nothing from Cummins as yet – guess they are ‘pushing the 4WD aspect & ignoring the 2WD. No way to really tell, without some type of response from them.
I did get a response from Vic Carroll (Advance Adapters). They do not market or have access to a 2WD AX15 transmission (?), however they appear to be in the midst of expanding trans adapters for the R2.8 (?).
It is a bit ‘early on’ in the rollout of the Cummins R2.8 diesel engine, hopefully Advance Adapters will follow through, expanding their offerings for ‘adapter kits’ for other transmissions.

Rick…I have made many powertrain swaps into vintage vehicles without marring the frame. The first was a 1955 Ford F100 pickup. In my late teens, I converted the F100 to Pontiac V-8 power using Ford truck manual transmissions (first a straight stick then an overdrive version) and also a dual-coupling G.M./Pontiac Hydramatic. The truck evolved with a small-block Chevy V-8 to Ford truck manual 3-speed with column shifter. Each swap left room for a complete restoration to unblemished stock mode if desired.

TransDapt’s period adapter kit (purchased from J.C. Whitney in 1968) was well conceived and provided a stout “bolt-in” approach for these engines to the stock Ford frame and cross-members. I learned from that engineering, and this insight has followed me since.

If you’d like to join the forums and share detailed photos of your pristine Hudson frame (ideally with the engine removed), we can discuss ways to make the R2.8L Cummins diesel a bolt-in and safe swap, using either the 2WD version of the AX15 or an AW4 automatic. Advance Adapters has also talked about a G.M. 700R4 adapter.

Cummins will supply the engine package seen in the magazine’s video through the Cummins Repower program. The R2.8L crate engine package with its “turnkey” approach should ease any conversion.

What are your plans for the steering gear and rear axle? Of course, you’ll convert to 12V electrics, but even that can be done to near stock appearance.

Moses – My apologies for not getting back to you sooner. This comments area does not notify me of updates being posted (?).

The ’39 has manual center steering (as manufactured). At present, I am trying to determine the ‘weight difference’ between what the truck came with (175 cu in flathead inline 6) and the Cummins R2.8. The answer (when it comes), will have an effect on what direction this whole thing goes in – which (besides engine) might well include the front suspension, steering, etc.. I figure that there may be as much as 200 LB difference in weight – however that is pure speculation at this point.
The rear axle is, in my opinion, ‘toast’. Parts to rebuild it are just about impossible to obtain, and even if it were done – it would most likely not hold-up to the increased power / torque. Luckily, there are several differentials that would ‘fit’ under the rear of the truck, only requiring minor modifications, and would be more than adequate to handle the power/torque – and even have the same wheel bolt pattern/measurements.
Another of the ‘major issues’ is that of the AX15 transmission (no ‘new’ 2WD version available) – so selecting a workable transmission would be another stumbling block (and possibly flexibility between trans type (Auto/Manual).

Currently, planning on this project is purely thoughts, ideas and discussion(s) – almost nothing is ‘set in stone’. In-and-of itself, It is very daunting to a gray-haired Army retiree (stubborn fart, ‘older than dirt’ – LOL!)…

A juggling act for sure, Rick. We ran a mechanical restoration shop focused on mechanical work of all kinds, I’m very familiar with everything on your Hudson from the steering gear and rear axle to the transmission and engine. I would guess that the R2.8L four is not that heavy. Cummins concentrated on a powerplant for trucks like the Nissan Frontier that would have limited load capacity up front.

You might find that the original suspension works well enough, and if a beam axle with semi-elliptic springs, you could have custom springs made to support any difference in weight. If the steering gear is Ross or Gemmer, we’re talking stone age with limited parts other than those that interchange with more popular applications. Then there’s the originality factor again, you hinted that a street rod was not your aim. I’m sure Hudson buffs would agree.

If you’d like to join us at the magazine’s forums, as a member you can set your account to receive notifications of your exchanges and new content. Simple to join, I’d be pleased to carrying on the Hudson discussion there!

Hi, Terry…This is a question for Advance Adapters and Cummins Repower…Contact our friends at Advance Adapters, the website is http://www.advanceadapters.com. They have some packages in the pipeline and some on the drawing board. Discuss your JK Wrangler with the tech staff, it’s a hot topic there!

Will I be able to use the NSG370 6 speed manual in the late 2004-current 6 speed manual transmissions in the Wrangler’s with this r2.8 Cummins? Also will I be able to use the 42RLE automatic transmission in the 2003-2011 wrangler with the r2.8 Cummins?

Hi, Aaron…This is a question for Advance Adapters; however, I will share that a primary target for the R2.8L Cummins diesel engine conversion is the JK Wrangler. As you share, this does bring the NSG370 6-speed under consideration for both the late TJ and the Jeep JK Wrangler models.

For specific answers on where Advance Adapters stands in the process, you will need to contact http://www.advanceadapters.com tech support. The underlying issue is not a lack of interest in the late TJ, JK or NSG370 manual 6-speed but rather the pursuit of a CARB E.O. number that will make the engine package 50-State legal for 2000-up vehicles.

I called and talked to a tech at Advanced Adapters. He told me that they do not plan on/ cannot make an adapter to connect the r2.8 Cummins to the NSG370 due to the NSG370 having a 1 piece bell housing. He said in order to do the swap I would also have to change transmissions and go with an electronic GM automatic or a NV3550 or AX15.

Aaron, thanks for the follow-up and information from Advance Adapters. Adapting a diesel engine involves retaining the diesel flywheel as a base; the flywheel is essential for engine balance and use of a diesel starter…There are engine adapters (including some Advance Adapters examples) that go between the engine block and a full bellhousing. However, the only way such an adapter will work is if the stack height (i.e., the measured parts length from the crankshaft or flywheel pilot to the front face or front bearing position at the transmission) is correct.

The clutch type, throw-out bearing and clutch stack height must match up with the front bearing retainer of the transmission. The release bearing fit and function must be worked out, too. An add-on flywheel, with or without its starter ring, is often attached to the OE diesel flywheel to mate with the swap transmission’s clutch assembly. This approach would still require a block-to-bellhousing adapter for the NSG370, and the correct stack height is a major consideration.

It’s possible that the NSG370’s integral bellhousing size or shape, or the stickout length of the NSG370 input gear, will not work with the diesel block and flywheel. Mating up a second flywheel might not be practical, either. Advance Adapters has the engineering and manufacturing capability to accomplish some very difficult swaps. A search through the A/A catalog shows swaps involving use of stock automatic transmission converter housing patterns like the Jeep inline six or AMC/Jeep V-8 mate-up to a G.M. 700R-4. This swap uses a thin engine-to-converter housing adapter plate. The 700R-4 has an integral converter housing that presents the same challenges as a manual transmission bellhousing.

Down the road, if there is enough demand, the NSG370 to Cummins R2.8L diesel swap might be reconsidered. For now, the logical and accessible approach is the AX15 transmission. The AX15 is arguably more reliable than the NV3550 or NV3500. AX15 units are already being used behind the R2.8L diesel in several prototypes. This transmission would handle the torque and horsepower output of the R2.8L Cummins diesel without a problem, although an accessorized JK Wrangler Unlimited is considerably heavier than any Jeep model that has used the AX15. There are Toyota trucks with the A150 (AX15) that have held up very well.

The NV3550 and NV3500 have each seen duty in light trucks with higher gross vehicle ratings than a JK Wrangler, however, the AX15 would be my current choice for a JK application. If you are okay with the automatic transmission approach, you could follow Advance Adapters’ advice and use the G.M. 4L60E overdrive automatic. Its fit-up would be similar to a 700R-4, and there are aftermarket standalone electronic controllers available for 4L60E swaps into non-OEM vehicles. This would be a practical, tried approach for the JK Wrangler’s gross weight vehicle package. The 4L60E holds up behind LS engines in G.M. 1500 pickup trucks.

Any swap is involved and takes time to sort out. Adapters are only a “place to start”, not a kit that takes all details and minutiae into account. It’s the minutiae that adds up and requires experience, patience and fabricating skills to sort out…

Franco, I think this could be a practical swap. In the exchange with Aaron about his Jeep Wrangler, we covered the use of the 4L60E transmission or an NV3550 transmission. The NV3550 is like the G.M. NV3500 transmission used in S-trucks. S-trucks also use the 4L60E automatic transmission. You’re already halfway home with the existing powertrain in your ZR-2 S-truck! These OE transmission applications are Advance Adapters targets, either currently in prototype form or on the drawing board.

The real issue is emission legality if your truck requires inspections. An R2.8L Cummins diesel crate engine should meet your truck’s emissions tier requirements but has not been tested beyond Tier 1 (through 1999-2000 model year vehicles). Cummins would like to receive a California E.O. CARB approval before marketing the package, initially targeting Tier 1 vehicles. Later, according to the Cummins plan, the goal will be newer vehicles like your 2003 ZR-2 S-truck.

My advice: Keep up on developments with your eyes on the prize, but wait for emissions legality before taking the plunge! By the way, I really like your ZR-2 package. Our youngest son had a similar truck with the 4.3L V-6 and NV3500 manual transmission. Cool 4×4!

Hi, Mike…This would be a very practical crate engine if the torque and horsepower meet your boat’s needs! The issue is an adapter to the BW drive unit and motor mounts (a lesser chore). To date, there’s been no mention of BW transmission adapters to the Cummins R2.8L diesel. Advance Adapters has a long history of making adapters for a variety of engines to Borg Warner transmissions. They now have the patterns, at least on the drawing board, for the Cummins engine to Aisin AX15, the AW4 automatic and a G.M. 700R-4/4L60E. There would have to be an incentive, i.e. enough volume for a new adapter, but this is certainly worth your contacting A/A to see whether they have an interest. Good idea, see what A/A has to share!

moses- i am currently looking into re-powering my 36 foot boat up here in juneau alaska. i would be interested in how difficult it would be to marinize the engine. also, do you think the engines could withstand the constant load at higher rpms for hours on end? i understand the engine is more designed for automotive applications and therefore it must have some sort of flash files that helps with the acceleration and fuel curves but not necessarily the efficiency over time at a steady rpm. i work for Caterpillar and do quite a bit of work on ships engines. the marine engines have capabilities of running higher horsepower due to the constant cooling. do you think there will be an aftermarket programmer soon so that i could open the full potential of programming the ecm to squeeze out a few more horses?

Evan, I believe this crate engine would be a natural for a boat in the right size range! This engine is higher tech and more fuel efficient/environmentally friendly. There are a variety of tune calibrations planned for this engine. Steve Sanders at Cummins Repower hints that the R2.8L will have more flexibility for heavier duty truck use soon. This engine powers Ford F350s in Brazil now, how well I’m not clear; that kind of power demand would be more in step with marine use.

See the video interview I just did with Steve at the 2017 SEMA Show, he explains the R2.8L engine updates and how various components go together. Drop him a note at http://www.cumminsrepower.com, Steve would be very interested in your thoughts, experience and interest in Cummins power for a marine environment…Adapters should not be a major challenge, mounts either, you’re more concerned about ECM programming, and Steve is adept at breaking this down.

Moses,
I’m in the process of moving to your neck of the woods, and have a ’83 CJ-8 waiting for this swap.
If you are interested in doing a article or video on this swap with an auto, (along with your XJ swap), you would be more than welcome to do so.

Don…Yes, I would be interesting in your progress with this swap. Keep me posted and please join us at the forums to post photos of your Scrambler and progress…The crate engine is now available as noted at this article/video page. If you’re moving to Washoe County/urban and require emissions certification for vehicle registration, see the Cummins notes and comments at the Cummins Repower site (see link at this page). Counties at Nevada (outside of Clark and Washoe) currently do not require emissions testing for vehicle registration purposes. Clark and Washoe County areas requiring emissions approval and testing are shown on this map: http://www.dmvnv.com/emission_areas.htm. If your move is to an emissions test area of Washoe County, I would consult with the emissions testing program before undertaking the R2.8L Cummins diesel engine conversion…Trust this is helpful…Moses

George…Worth a chat with Advance Adapters tech support at http://www.AdvanceAdapters.com or phone 1-800-350-2223. If you have an automatic transmission, the 4L60E/700R4 GM transmission has been adapted to the R2.8L Cummins engine. The current manual transmission adapter is for the AX15 Aisin 5-speed that Jeep, Toyota and Isuzu/GM have used…Moses

Mike…Advance Adapters is currently making the AX15 Aisin adapter. Give them a ring and ask about fitment of their adapter with your MUA5. They have the dimensions and can help here. Tech support is at http://www.AdvanceAdapter.com. The R2.8L engine is now priced and available for interested diesel buffs. See https://cumminsengines.com/repower.aspx and read the footnotes carefully regarding Federal and local emissions legality.

Hi Moses, I am more than EXCITED to hear you guys are doing the REPOWER program. I recently bought a 1966 Ford Bronco and was looking for a diesel to put in it. I was thinking to do a 4BT but this could possibly be THE ONE… Any thoughts?

Hi, Shane…Yes, Advance Adapters and Cummins will be busy with this development! As for the ’66 Bronco, wow, that’s a candidate for the R2.8L. The 4BT is considerably heavier and older technology, a great engine in its own right for both on- and off-highway use. However, the cleaner emissions/tailpipe and CRD features of the R2.8L Cummins engine take diesel power to the modern era. (Think in terms of the 5.0L V-8 Nissan Titan engine’s level of technology.)

The swap is fully feasible and practical, Advance Adapters has the AX15 transmissions and an adapter to the R2.8L already in place. You would need to discuss the motor mount approach and other details. This is bona fide diesel power, plenty of torque, good rpm range and useful for fuel efficiency. My strategy for a vintage Bronco chassis would be painstaking detail to motor mounts and chassis adaptation to avoid damaging a pristine frame. With thought, this can be done. An early Bronco’s original 3-speed manual or automatic transmission would not be missed for long, there are many who swap late 5-speed manuals into the early Bronco, including the AX15.

Advance Adapters is a direct dealer for Aisin/AX15. Do you currently have the 3-speed manual transmission? Do you have the inline 170 cubic inch six? If so, this will be a major improvement to the classic 4×4 SUV that Ford launched in ’66.

Hello… I have two possible candidates for for the R2.8
The first is my 1962 Land Rover Series IIa. The transmission and transfer case in this is goofed in that the rear differential is offset. Does Advance Adaptors have a strategy for this application? Sadly, I am told that the driveline in the Land Rover is not built strong enough for horsepower in excess of the <100hp of the stock engine.
My second option is my 1951 Chevy Pickup. It has a Small Block Chevy with a Muncie SM465 transmission. Does Advance Adaptors have an adaptor for the R2.8 to the Muncie SM465?

Interesting candidates, Doug! The Land Rover would be a natural. I can’t speak for Advance Adapters, however, they do make GM automatic transmission adapters and have targetted the 700R4/4L60E for this R2.8L engine. If the transfer case offset is in the same direction as the ’76-’79 Jeep CJ-7 with Quadratrac, that Jeep application uses a GM Turbo 400. Talk with Advance Adapters about a Jeep Quadratrac/Turbo 400 or a 700R-4/4L60E mate-up to the R2.8L Cummins diesel. There may be a way to go here, using the A/A 700R4/4L60E to R2.8L adapter and a GM automatic with a Jeep/Borg-Warner Quadratrac transfer case. Compare the transfer case offsets.

As for the SM465 adapter, you’d need to see whether Advance Adapters has a market for an R2.8L mate-up. A/A is intimately familiar with the SM420 and SM465 transmissions. They have been adapting them to Jeep vehicles for decades. If an automatic transmission is a possible alternative, you do have the 700R4/4L60E option with A/A’s currently developed adapter to the R2.8L Cummins. Our friends at Advance Adapters’ tech support can discuss these prospects. The diesel engine would be great in a vintage Advance Design Chevrolet pickup!

I spoke with a tech Rep at advance adapters the other day and they are apparently still over a month away from releasing the adapters for this engine. Hopefully they can have it figured out before mine shows up. He also said they most likely weren’t going to offer much for engine mounts. That was a little disappointing to hear. I definitely wasn’t as excited after talking to him as I was after seeing this video and article.

Ryan…When I interviewed Advance Adapter’s Steve Roberts and Steve Sanders from Cummins Repower at the 2016 SEMA Show for the video featured at the magazine, the two targeted adapters were the AX15 (primary) and the 700R-4 GM automatic. There are prototype installations already in the field, beginning with the AX15 TJ Wrangler application. As for the motor mounts, I had the impression from our interview that the “universal” mounts available from A/A would be the baseline rather than a model-specific set of mounts to a particular vehicle’s frame. These mounts are bolt-in or weld-in, in most applications, I have welded them to the frame. Here is one example of that approach, a 4.0L inline six installation into a 2.5L YJ Wrangler chassis. Of course, the R2.8L fit would be different, this illustration is for general understanding only:

The Cummins R2.8L does come with its own engine mounts, but you will need to fabricate frame mounts.Fabrication work is always a part of engine conversions. If we do follow through with an XJ Cherokee/R2.8L swap, I will do a detailed how-to video on the installation, including its many fabrication requirements.

We’re all enthused about diesel power, but be aware that this work requires fabrication chores and detail work. Over time, perhaps the demand will create an A/A complete engine installation package for a specific chassis or vehicle models, maybe including frame mounts, a radiator and hoses. Until then, I would encourage your using the magazine’s forums for general questions that need answers beyond the support available at Advance Adapters. I will be glad to follow your installation and make suggestions. Having performed many engine conversions over the years, I am familiar with A/A products and other parts.

Thanks for being frank, your comments are in the interest of any consumer approaching the Cummins R2.8L engine conversion at this stage. Your project/conversion will be valuable to follow. Please share photos at the forums, your vehicle could serve as a prototype installation for others.

Hi Moses. Thanks for replying to my post. My conversion is going to be done on a 1990 MJ Comanche (that’s already been updated with 1998 XJ driveline and interior). I’ll be adapting to the AX-15 as well.
I thinks that’s why I was originally most excited (and subsequently disappointed), is because it seems like the AX-15 was the main focus for AA so I hoped for them to have something available at or near the same time the engine was released.
I wasn’t aware that the R2.8 was shipping with it’s own engine mounts. Hopefully they can be adapted to the XJ/MJ style frame mounts without too much custom fabrication.
I hope to be able to document my build as much as possible, but I tend to get lost in fabrication and forget to take pictures…

Ryan, your swap would be similar to my ’99 XJ Cherokee if we undertake this conversion. As for motor mounts, at 9:15-minutes into the video interview, Steve Sanders addresses the engine’s starter side. You can see the fabricated steel motor mount, which actually appears to be an Advance Adapters’ product. The mushroom shaped cushion beneath the steel bracket is definitely a time-honored universal Advance Adapters’ type. In this approach, the objective would be fabricating or modifying a frame mount to accept or mate with this bracket/cushion arrangement.

The height of the cushion would be a factor, as this would align the engine/transmission and driveline angles properly. Positioning the powertrain properly is an integral part of any engine swap. As you suggest, it would be great to configure a mounting system that can incorporate the XJ/MJ existing frame mounts. This may or may not use the universal cushions. As I shared in a link (click to see the article/example), there is also the stock XJ/MJ/YJ and TJ Wrangler motor mount configuration. If you can avoid welding on the frame, that would be helpful…If you do pursue this project, please share at the XJ/MJ forum how the engine/frame alignment unfolds and what options present themselves for the engine mounts to the frame. I would be glad to comment on options when that time comes and you can furnish photo details.

Ryan, from our video interview at the 2016 SEMA Show, it is clear that A/A will offer an AX15 (manual transmission) adapter and a GM 700R-4 or 4L60E adapter. There is rumor of an Aisan AW-4 transmission adapter as well.

You have the 30RH/32RH style Chrysler 3-speed, and this is not on the A/A R2.8L swap list at this point. However, understanding that your project will require fabrication work, A/A does offer a 700R-4 adapter to the NP/NV231 transfer case like yours. If you want an overdrive automatic, discuss the 700R-4/4L60E conversion or an AW-4 swap with Advance Adapters. You may find this a better powertrain for the R2.8L engine. The overdrive would be valuable.

The 700R-4/4L60E swap requires electrical and electronic components that A/A can furnish. They have taken these controls into consideration with these swaps. Give tech support at A/A a ring if you have questions or need information on the transmission interface needs.

Ryan, you’re very welcome, I’m pleased that you have benefited from my Jeep Owner’s Bible. Your potential project with the 1998 TJ Wrangler would be one-off, a righthand drive diesel powered TJ! Are there any engine transplant restrictions at Japan? Would the diesel transplant be acceptable on Japanese roads? Diesel power is popular, Toyota, Isuzu and Nissan produce models with diesel power…Would you have access to a 4L60E or 700R-4 GM transmission? Do you have access to a shop facility for working on the Jeep and performing fabrication work?

I added a cautionary statement at the beginning of this R2.8L engine conversion coverage. These projects can develop a life of their own with fabrication and detail work. A Jeep TJ Wrangler would be a much easier conversion than the later JK Wrangler, as your chassis is not CanBus electrics. Our ’99 XJ Cherokee is similar to your Wrangler, and I can see a relatively easier path for either of our vehicles when converting to R2.8L Cummins diesel power.

If you do pursue this project, please share details at the forums’ YJ/TJ Wrangler section. I would be interested in following your project and its details. You can post photos at the forums, and the righthand drive cab would be of great interest to other forum members and guests. Join us!

Hello Moses, I will need to look into the restrictions. I’m in the Navy and there is a hobby shop on base with a decent shielded gas MIG welding machine. My friend put a 90’s model Nissan Skyline engine in a 197? Datsun (so swaps aren’t out of the question) and the shop manager built a t-bucket hotrod from the ground up in the same shop so I think it has what I would need for the swap. I could have a 700R-4 shipped here. The swap’s biggest appeal for me is the fuel consumption and cool running temps… and the torque. I plan to keep my TJ as my daily driver when I retire in 2020 so the $10,000 – $12,000 or more for the swap would be worth it. They do have diesel engines in many consumer and commercial vehicles here in Japan. Diesel fuel is around ¥100 per liter while gas is about ¥150 so that’s something else I consider when considering swapping out my bruiser’s engine. Thanks again Moses and I’ll definitely share if I go through with the swap.

Ryan, I thought you might have access to a base hobby shop, that’s great. When you retire, if you bring the Jeep back to the ‘States, it would be a novelty to have righthand drive. (Publisher Scott Brady of Overland Journal has righthand drive Japanese/Toyota vehicles; he drives them regularly on U.S. roads.) The 700R-4 or 4L60E would be one way to go. In talks with A/A about the conversion, Steve Roberts shares that they have a G.M. 4L60E interface, and the aftermarket (Painless Wiring for one) has done standalone 700R-4 conversion wiring and kickdown kits for some time. I suggest a discussion with A/A before making your transmission choice, know what options you have, the parts involved and the cost for each option. The ’98 Jeep TJ Wrangler would really benefit from overdrive, and the torque of a diesel would make overdrive that much more functional.

Steve…Just back from the 2017 SEMA Show, I interviewed both Steve Roberts (Advance Adapters) and Steve Sanders with Cummins Repower. There is much news in those interviews, the edited videos will be an upload target for the magazine this week—watch for them! R2.8L Cummins swap installations are currently individualized, there is no “bolt-in” package for a given application; however, there are plenty of adapter combinations available for the proficient, creative installer.

These installations are supported on a per case basis at Advance Adapters, and A/A is familiar with the Land Rover Defender’s needs. They can advise how best to accomplish this swap. Also, where there is a demand, there is product development, so share your plans with A/A tech staff. Current adapters do not include a direct mate-up to the LT77 gearbox, but the conversation may lead to a sensible solution…Keep us posted!

Dylan, this might be a natural. Advance Adapters recommends electronically controlled automatic transmissions like the 4L60E, 4L80E and others that G.M. produces. You’ll hear all about it later this week as I edit and upload the Steve Roberts interview at the 2017 SEMA Show, which took place last week. Steve talks about the G.M. transmission installation strategy for the Cummins R2.8L.

The Cummins Repower booth interview with Steve Sanders is equally informative and will also be available. While none of these conversions are “bolt-in” packages (each requires fabrication skills and an orientation to automotive powertrain and accessories needs), Cummins provides a surprisingly complete engine package, including power accessories and a wiring harness that will simplify the electrical interface with a typical chassis. You will find these two interviews very informative and helpful—coming to you shortly at 4WD Mechanix Magazine!

Doug, see the latest updates on the Cummins R2.8L crate engine conversion, I just interviewed Steve Roberts and Steve Sanders at the 2017 SEMA Show. The two interviews have gone live as an “Update”. As for your proposed transmission conversion, the rule of thumb with Advance Adapters is that any adapter currently available for a V-8 (like a G.M. LS engine swap) is a gateway to the R2.8L Cummins engine installation. See the Advance Adapters catalog. The AX15 five-speed is a clear route, the NSG370 should be discussed directly with Advance Adapters…Interesting swap plans!

Hi Moses,
I have a FJ45 with a Cummins 3bt mounted to a NV4500 transmission. Would this be a clean swap? ie. Same motor mounts and bell housing? I think this would make my FJ about perfect- I’m getting 135hp out of the 3bt, but it’s just not enough with 37” tires and the the thing smokes like crazy with changing atmospheric conditions

Hi, Michael…I can see many advantages for running a Cummins 3BT or even the 4BT engines: The R2.8L offers higher tech, lighter engine weight, an electronic CRD fuel system and lower tailpipe emissions. There’s also the prospect of emission legality, ideally 50-State approval if Cummins is able to secure a California E.O. number. It’s not surprising that you have an interest in this Cummins R2.8L diesel crate engine. I suggest contacting Advance Adapters’ tech support folks about 1) whether Cummins uses a common bellhousing pattern and 2) whether the “stack height” of the crankshaft and flywheel face are the same.

If Cummins does use a common bellhousing pattern and stack heights (the stickout or depth between the block mating face and the flywheel face), you have a way to go. Advance Adapters should be able to furnish stack height dimensions for the NV4500 mate-up to the R2.8L. The Cummins R2.8L crate engine does come with a drive/flywheel and starter ring. That needs to be compared with your 3BT’s flywheel stack height.

I would visit an official Cummins engine dealership with BT engines in stock. Bring your tape measure and confirm the centerline of both the engine mounting point and the rear bellhousing mounting face. Compare this with the R2.8L block mount location, including the mounts’ height on the block. Savvy Cummins parts personnel may have answers for motor mount interchangeability and chassis/frame fit on these engines. This would be easier if Cummins has parts references and blueprints/diagrams, including dimensions for the motor mount locations.

Please share your findings here. There may be other 4BT and 3BT users with an interest in the R2.8L Cummins crate swap.

Kevin…I’m in a holding pattern, watching for the crate engine to receive a 50-State legal/California E.O. certification. The engine burns cleanly and, according to Cummins sources, easily meets the requirements for a Tier 1 emissions certification. That in itself is not a rubber stamp for a California Clean Air Resources Board (CARB) approval. The lab tests and approval process would follow the same steps that G.M. completed with the EROD LS V-8 crate engines. To date, the G.M. EROD engines are the only 50-State legal crate engines with California E.O. numbers.

Cummins has placed a value on an E.O. number since the earliest development of this R2.8L crate engine. Steve Sanders of Cummins Repower stated clearly that an E.O. was the goal. (See our 2016 SEMA Show video interview.) Following the Volkswagen diesel fiasco, we might speculate that California’s CARB is wary of diesel engine approvals. FCA’s EcoDiesel 3.0L V-6 came under the microscope since the VW diesel engine controversy. We’re all watching this process unfold.

Regarding our ’99 Jeep XJ Cherokee and an R2.8L swap, the AW4 transmission is a concern. This question gets aired in this year’s 2017 video interview with Steve Roberts at the Advance Adapters’ SEMA Show booth. Steve expressed that the AW4 and Chrysler RE/RH transmissions with mechanical throttle pressure cable controls are problematic. Advance Adapters can provide a mate-up to the Cummins block, but there is no aftermarket, standalone electronic controller available as there is with the 4L60E or 4L80E G.M. automatic transmissions.

I discussed the AW4 automatic transmission mate-up with Steve Sanders, and we both believe a mechanical throttle valve/throttle pressure cable linkage can be devised for the AW4’s throttle valve cable system. If I do move forward with this R2.8L Cummins conversion, I would construct/fabricate a mechanical cable bellcrank that responds accurately to the throttle valve position. The challenge here is to match the throttle valve’s angle or movement to the cable signal requirements at the AW4’s valve body. This needs to match up the throttle valve ratio to the cable movement. The prototype for this ratio would be the Jeep 4.0L engine’s TV throttle valve lever. If the R2.8L Cummins swap into the XJ Cherokee with an AW4 looks promising, and if the sales volume justifies the R&D and production setup costs, Advance Adapters could produce this kind of bellcrank assembly.

Of course, the current option for Jeep XJ Cherokee owners would be use of the manual AX15 transmission. This would pattern after a YJ/TJ Wrangler swap with a manual transmission. The NV3550 or AX15 adapters are currently available for the Cummins R2.8L. (That swap still would entail motor mount fabrication and the many other adaption steps involved.) There is currently no “bolt-in” kit for installing a Cummins R2.8L engine into a Jeep chassis; however, any transmission adaptation currently available for a Chevy V-8 into a Jeep is available for an R2.8L Cummins swap: This includes all Jeep CJ, YJ, TJ transmissions plus the NV4500, SM420 and 465, NP435, Ranger Torque Splitter and so forth. See the Advance Adapters online catalog for current Jeep adapters.

I am very interested in the AW4 adapter and throttle cable solution being offered. I have a 2000 TJ 4.0 with an AW4 swapped in that I did in 2010. The jeep originally had the NV3550. I would love to get this jeep re-powered with the R2.8 for the added torque and efficiency.

Hi, Blake…As I shared with Kevin U., there is no AW4 throttle valve cable solution available at this point. The concept I described has yet to be fabricated. However, both Steve Sanders and I have a good idea how this could be worked out. There are similar solutions on other Cummins engine applications, and the aim is clear.

You have an interesting scenario. Advance Adapters can readily adapt an NV3550 or AX15 to the Cummins R2.8L engine. The AW4 in your TJ Wrangler or an XJ Cherokee can currently be mated to the Cummins engine, but you’d need to fabricate a mechanical AW4 Throttle Valve cable mechanism that tracks with the R2.8L’s throttle position. Advance Adapters has not tackled this, and neither I nor Cummins has either. You would be designing your own TV cable mechanism at this point…

Hi, Greg…This would be an interesting swap. It could be done with an upgrade transmission like the Aisin AX15 and a heavier duty transfer case such as an Atlas or beefy NP/NV unit. The axle stamina also needs consideration. There’s likely a need for axle upgrades as well. This would drive your cost up but makes the concept feasible.

The engine weight would require an upgrade of the springs to keep the vehicle level. The R2.8L Cummins engine weight is about the same as a 4.0L Jeep iron inline six. You would need to do the usual fabrication work, which is involved and would require skills, equipment or sublets.

The frame on a Samurai is actually stout and might be enough for a diesel engine of this size. (Keep the diesel’s tune calibration stock!) Likely your Samurai is lifted with a wider track width to restore stability. This could be a candidate for the R2.8L. Cost, as hinted, would be the challenge…

What year and model Jeep do I need to look for with components list built into the Jeep already do I need to look for to get this engine conversion / swap into with the less amount of difficulty? I don’t have a Jeep at the moment and looking to buy one with the mind set to swap engine to diesel. Thank you. Also is there a shop that you guys recommend to do the complete swap to this engine into a Jeep?

Lyndon…The easiest swap at this stage would be a YJ or TJ Wrangler, XJ Cherokee or Grand Cherokee equipped with the AX15 manual transmission. (This could be a 4.2L YJ Wrangler in 1989-90 or a 4.0L from 1991-1995. A 1997-2004 TJ Wrangler 4.0L six-cylinder model equipped with the AX15 or an NV3550 would be another candidate.) The XJ Cherokee also uses the AX15 from 1989-99 and the NV3550 in 2000-2001…Contact Advance Adapters’ tech support for more details on the swap. They also deal with a lot of shops and installers, which could help you find an installation shop.

Understand the desire, Steve. Nice powerplant for this size vehicle at its curb weight. Advance Adapters could clarify the Nissan transmission mate-up versus the Aisin AX15 fit. The Aisin has current adapter coverage and can be mated readily to the Cummins 2.8L diesel. The Nissan bellhousing pattern differs, however. This is worth discussing with tech support at A/A, they may have a workaround. Otherwise, consider the R2.8L with an AX15 five-speed. Ask whether the AX15 will work with your Nissan Xterra transfer case. If not, there is the Atlas transfer case…Easy enough for me to say! This could get expensive if you use the Cummins R2.8L, the AX15 plus an Atlas transfer case, though you’re still way below the cost of buying a new 4×4 SUV!

How about it, George! Good 4×4 vehicle for a diesel engine swap, it comes down to your transmission of choice and transfer case. There are no “bolt-in” kits for the Cummins R2.8L diesel crate engine to a Nissan transmission/transfer case, but the engine comes as a complete package.

By design, Cummins has “packaged” the R2.8L Repower engine for a ready fit, which Steve Sanders describes in our 2017 SEMA Show interview (live video) for the magazine. Advance Adapters has several transmission and transfer case alternatives, but I am unaware of a direct mating of the R2.8L to a Nissan transmission. A/A can answer this question thoroughly; contact A/A tech support and share your tentative plans.

There are several “work arounds” like using a new AX15 Aisin transmission coupled to the Atlas transfer case. Easy enough for me to share, right? This is costly if your budget does not allow for making these retrofits! AA does market the new Aisin AX15 transmissions directly, and the AA Atlas transfer case is legendary for its stamina and utility. Check out the AA catalog online and tally the costs involved.

I’ve read about the Cummins Repower 2.8l desiel engine on Peterson’s 4wheel and Off-road mag. It said that it’s specified for Light Trucks among other things. Is a 2000 Dodge Ram 1500 quad cab sport great for this? Mines got 5.9l magnum on 46re auto, Dana 44 front, Chrysler 9.25 rear and NP321D transfer case. I’ve never driven or worked on a diesel before. I do realize that it’ll also require reflashing the pcu. Is the power and torque less than the r2.8l or vice versa? Or am I just daydreaming here?

Hi, Ian…According to Cummins, this R2.8L engine has been powering Ford F350 trucks at Brazil. I’ve spoken with Steve Sanders (Cummins Repower) about the potential for this engine in a domestic full-size truck, he has been enthused about the idea.

Frankly, I believe that even diesel engines on steroids (maximum boost/tune as the tune calibration) still must adhere to the time-honored adage that there is no substitute for cubic inches or cc’s. In my personal view as a Dodge Ram 3500 owner with 170K miles on the truck’s 5.9L Cummins diesel engine (stock 325 hp/610 lb-ft torque, upped slightly with tune software), 2.8L diesel power is too small for a full-size truck and any kind of serious load on American highways. Ram uses the 3.0L V-6 in the 1500 and for good reason. That package in legal emissions tune is just adequate for a loaded/towing pickup or even the proposed JL Wrangler Unlimited application.

There is a difference between “can” and “should” power. The 2.8L Cummins R2.8L can likely get the job done with the right tune calibration, but is this the optimal engine for a Ram 1500? I’d be more comfortable with the Cummins ISF 3.8L four if it were U.S. EPA/California E.O. emissions certified as a crate engine. See the difference in maximum calibration power output: ISF 3.8L 170 PS @ 2600 RPM, 443 lb-ft torque @ a remarkable 1300 RPM! Emissions: EURO 3, EURO 4. Here are the details and a comparison between the ISF 2.8L and ISF 3.8L: Cummins ISF engine comparison.

As for your axles and transfer case, they would likely hold up with a moderate diesel engine unless you’re pulling/trailering heavy loads, but that would be the case with your 5.9L Magnum engine as well. Compare the torque and horsepower figures. There would be more than a PCM reflash involved. Cummins packages the engines as a self-contained, run-ready unit, but you would need an engine-to-transmission adapter and aftermarket standalone electronic controller for the 46RE, neither of which exist at this point. The current Advance Adapters packages are for the AX15/NV3550 manual transmissions (AX15 fits Jeep, Dakota pickup and Toyota) or a GM computer-controlled 4L80E/4L60E automatic with an aftermarket electronic controller. An AW4 Aisin automatic might be a prospect soon (it’s been mated to a Cummins R2.8L engine) once an adapter kit is commercially available. One issue for an AW4 is the cable throttle valve linkage, which would need fabricating.

In any case, there is no “bolt-in” kit for a Cummins R2.8L into a Ram 1500 with 46RE automatic transmission. The AX15 or an NV3550 manual transmission would be a more feasible mate-up. Any installation would require fabrication, wiring and design work.

Fascinating engine. I can think of a number of vehicles that would benefit from a 2.8 litre turbo diesel engine. I can see this engine being installed in an early Toyota Tundra truck, a Jeep XJ Cherokee. Possibly a Jeep Grand Cherokee. Or how about a Dodge Dakota and an early Dodge Durango.

Agreed, Jason…I subscribe to the “no substitute for cubic inches” philosophy for both gasoline and diesel engines. As a Cummins 5.9L and 6.7L ISB supporter, I would limit the R2.8L to vehicles with a curb weight of 4,000 pounds or less. The Tacoma would be a good candidate, a Toyota 4Runner, too. Your Jeep candidates and the Dakota are also prime.

I believe this engine will be as popular, maybe more popular, for Toyota 4×4 pickups/SUVs as Jeep models. See my interview video with Steve Sanders from the 2017 SEMA Show: . The Toyota FJ79/80 R2.8L swap is stunning!

If Cummins could certify its 3.8L high tech four-cylinder diesel for EPA/California emissions, that could be the engine of choice for heavier vehicles. A 3.8L CRD diesel would be impressive in a Tundra, F250 Ford or an older Jeep FSJ or GM K1500/K2500 4×4.

I have a 63′ GMC Stepside I’ve been debating on dropping a R2.8 in for a while now. I believe there is plenty of room for one and I am deciding on what transmission I want to go with. I guess my question would be what transmission would go best with that diesel engine for that kind of truck and if there was anything else I’d need to be aware of or things I should keep in mind or if I need anything else to make it work? Any and all comment or reply would be ever so appreciated.

Cole…This could be a nice swap if overall vehicle weight is not excessive. I had a ’60 GMC SWB Stepside in the early ‘seventies, and these trucks were very well built. If yours is a 2WD like mine was, the suspension provides decent ride quality, and the truck is very stylish!

These models were available with the SM420 manual truck transmission, and if overdrive is not a major concern, the SM420 would handle this torque well. The 3-speed transmissions in the GMC were a half-notch above the traditional drum-synchronizer internals of the Chevrolet 3-speeds. I rebuilt these transmissions as a profession truck fleet mechanic and know their virtues and shortfalls. A ’63 GMC could have a Warner 3-speed transmission. (The T85 is somewhat rugged and even saw use in cars like muscle heavyweight Pontiacs.) A 305 GMC V-6 did not overwhelm the Warner 3-speeds and certainly worked well with the SM420. GMC also offered the legendary iron-case, band Hydra-Matic. Which transmission does your GMC have now? Are you staying with stock or striving for a more contemporary overdrive?

Advance Adapters/Steve Roberts noted in our 2017 interview at SEMA Show that the R2.8L can be fitted to any current Advance Adapters adaptation package. This would likely include your GMC’s stock transmission or any hybrid unit you care to run. If the plan is a manual transmission, and if you want overdrive, I would highly recommend the NV4500 or NV5600 transmissions, true truck types and capable of handling an R2.8L engine with ease.

Again, my comfort zone is adequate cubic inches for the vehicle’s weight. What is the scale/curb weight of your GMC “wet”? Do you plan to tow with the truck? When weight creeps upward, I’d want a diesel engine in the 3.8L category; however, Cummins insists that the R2.8L is up for the task, noting that Brazilian Ford F350s have run these engines. As for the number of R2.8L Cummins units installed and tested, I’m not clear.

There is currently no transmission in the truck as of right now. It had a vette 73′ 327 v8 in it rn the old boy who had it before me put in it. I had a friend tell me I should get the R2.8 Diesel Cummins Engine with an NV4500 transmission and NP205 Transfer case I believe. Any thoughts? And I am currently offshore at work rn so if have to go home and look at the truck specs on the paperwork for the weight. And yes it is a 2WD! I like how stylish it looks!

Cole…If you have a 2WD and plan to keep it that way, you won’t need the NP205 gear drive transfer case, although this is one of the most rugged light truck iron transfer cases ever built. If you convert the truck to 4WD, which would require an excessive amount of work with the current IFS front end and chassis (2WD and 4×4 chassis from 1960-up are very different), you could use the NP205. Otherwise, the R2.8L hooked to an NV4500 (2WD version) would be great.

If you convert the truck to 4WD, the weight would be substantial. I do not believe the R2.8L is up for that weight. For a 2WD truck, the R2.8L should work well. You could use an AX15 or NV3550 transmission with the existing Advance Adapters off-the-shelf parts, and that would be adequate if you keep the truck’s weight in check. An NV4500 would be much better.

I would like to plan on going the 4×4 route with this project for my truck. I’m not exactly all technical savvy like most people as I am still learning and doing what I can to learn more about diesel engines and such. But again, I sure would like to go the 4×4 route. I will most def keep everyone and you updated as I go. So it would be fine you think if I did the R2.8 turbo engine, that transfer case and thatvtranamission? Or which other transmission and transfer case would you recommend for this road?

Cole…First off, the 1963 2WD GMC chassis is different than the 4×4 chassis. Your front frame is set up for independent front suspension (IFS). The 4×4 frames are set up for leaf springs. It would require a lot of fabrication to put a solid beam live front axle in your frame. Personally, I would look for 4×4 frame and move the body and bed over to the other frame, or better yet, I would find a clean 1971-86 GMC/Chevy 4×4 frame that has a wheelbase close to yours and take measurements. If it’s possible for body parts to line up, I would swap the ’63 GMC body over to the later frame. The NP205 gear drive transfer case was used in manual transmission models from ’71-’79 and some automatic transmission models. The live beam front axle is open knuckle, a big plus. You would likely have power steering and other options on a later chassis from this 1971-86 era.

In my view, the R2.8L engine would not be big enough for this kind of 4×4 weight. (Cummins may argue that it is.) If your GMC has a long bed, you might be able to place your body on a 1971-79 3/4-ton (typically 131.5″ wheelbase) GM 4×4 truck chassis. (1980-86 does not use the NP205 gear drive transfer case. Avoid the NP203 chain drive transfer case used in some ‘seventies GM 4x4s with automatic transmissions.) The 1971-86 frame is set up with beam front and rear axles, and most 1971-79 manual transmission models come with an NP205 gear drive transfer case. Check the I.D. tag on the transfer case.

Some engine options for a more modern 3/4-ton or one-ton chassis would be a Duramax GM V-8 diesel, which has much more cubic inch displacement than the R2.8L Cummins. A ‘nineties GM 6.5L turbocharged V-8 diesel would be another option.

Again, if Cummins were to offer the 3.8L engine in crate motor form like the R2.8L, the 3.8L diesel might be an option for a full-size pickup truck. Otherwise, a GM truck like yours would do better with a Duramax V-8 or a Cummins 5.9L or 6.7L ISB inline six. My Ram 3500 has the Cummins 5.9L ISB 24-valve engine, just right for the truck’s size and weight.

What is your GMC truck’s wheelbase? Do you have a short or long bed? The I.D. plate should list the wheelbase.

Cole…Great body style in a classic short wheelbase GMC! The 1971-86 SWB 1/2-ton GM 4x4s are 117.5″ wheelbase. Your ’63 GMC truck should be 115″. When you’re back onshore, you can take measurements to see how the body from your GMC would fit a later 1/2-ton factory 4×4 chassis. This should be close, but I’ll emphasize that switching your GMC body and bed to a later chassis involves a variety of fabrication skills and equipment. This is not a casual undertaking, and it would require commitment and time.

If you decide to seek out a 1971-86 1/2-ton (preferred ’71-’79 with an NP205), you would be getting into a modern chassis with disc front brakes, an open knuckle front beam axle and the option of Saginaw integral power steering. All of this would be a plus, making the truck much more road worthy than a stock 1963 pickup. If you can keep curb weight to 4,500 pounds or less, the Cummins R2.8L might be adequate. (I would want a bigger engine in a full-size truck.) The stock 1/2-ton 4×4 axles and transfer case would work well with the R2.8L engine. Add an NV4500 five-speed, and you’d have it…Such a project takes skill, time and funds!

Hi, John…You’d need to confirm this conversion with Advance Adapters; however, it’s clear that you can use the Cummins R2.8L turbo diesel with popular electronically controlled G.M. transmissions (4L60E/4L80E, etc.). Installers are on their own with fabricating engine mounts and meeting other installation demands. It’s a plus that Cummins makes the crate engine a self-contained package with a computer and needed wiring harnesses. There are still many details that need attention.

The skill/experience level of a DIY installer or an installation/fabrication shop will determine how difficult this swap can be—and the end result. This is not a “turnkey” or “bolt-in” conversion package for specific models like your 2002 Avalanche, but the project is feasible. As I’ve shared, vehicle curb weight and GVCW will determine the performance level. Personally, I would not use this size engine in a vehicle with a curb weight over 4,000 pounds.

Hi, Jed…As the author of the Toyota Truck & Land Cruiser Owner’s Bible™ (Bentley Publishers), I have some comments. The Land Cruiser models offered naturally aspirated inline four-cylinder diesel engines. Though very reliable Toyota powerplants, these engines were largely intended for areas of the world where fuel savings outweighed performance demands. We see many BJ40s across the African continent and at Australia. For the U.S. market, performance expectations and E.P.A. emissions demands led instead to the popularity of the F and 2F inline six-cylinder gasoline engines in Toyota FJ40 models.

Fast forward to the contemporary 2.8L Cummins R engine, and we have a turbocharged, common-rail EFI diesel with superior torque, horsepower and much improved emissions performance. This R2.8L engine would clearly be superior to the BJ powerplant; however, emissions compliance needs to be confirmed if your vehicle requires state smog inspection. Check with the Cummins Repower website and your state’s emissions standards before plunging. As for mate-up, Advance Adapters can mate engines to the 4-speed FJ40 transmission if that is your intent. You need to discuss this conversion (transmission adapter, motor mounts and such) directly with Advance Adapters. There would be cooling, exhaust and other details, none of which should present obstacles.

You have an interesting concept here! See my video interview with Steve Sanders (Cummins Repower) at the 2017 SEMA Show. The FJ79/80 Toyota with an R2.8L swap is beautifully done, a template for an FJ40 Toyota engine swap!

I have to agree with you. I’ve always liked the Toyota Land Cruiser and Toyota truck (Hilux for other markets), but I’ve never liked the lack of a turbo diesel for the North American market at the time. For the Land Cruiser FJ55 through the FJ62, I can see something like either the Cummins ISF 2.8 litre turbo diesel engine being used, or a Duramax LWN 2.8 litre turbo diesel. They both deliver lots of low end torque for the size, at reasonable RPM.

Agreed, Car Nut Seattle…I’d like to see the Cummins ISF 4-cylinder 3.8L class turbo-diesel offered as a crate package for lighter trucks and SUVs. We have a 5.9L Cummins CRD 24-valve ISB powered 2005 Dodge Ram 3500 4×4 that sees its share of towing use. I cannot imagine a 2.8L turbo diesel and light-duty chassis trying to pull our 8,400 pound travel trailer. In my view, the 2.8L is great for a vehicle with an unladen curb weight to 4,000 lbs. Beyond this weight, a 3.4L to 3.8L diesel would be okay for a 5,500-6,000 pounds curb weight. Our Ram 4×4 3500 weighed 7,800 pounds in stock form. Of course, many truck/SUV users have no hefty trailering plans. My vantage takes towing and hauling into consideration, that’s why we bought the 3500 series truck with a 5.9L turbodiesel.

In conversations with industry colleagues and friends, a Jeep JK Wrangler Unlimited 4×4 with full complement of aftermarket upgrades and add-ons (oversized axles, a hardtop, body and bumper armor, a hefty winch package, oversized tires and wheels, etc.) can reach 6,000-7,500 pounds curb weight! Here, a 5.0L Nissan/Cummins V-8 might be advisable if the Jeep chassis has the stamina to handle it. The stock Jeep axles would not.

Finally, a small displacement turbo diesel engine to be offered. I hope more 2.8 litre turbo diesel engines can be offered for North American buyers. I can think of a number of vehicles that would benefit from a small displacement turbo diesel. Whether it’s a Cummins 2.8 diesel, a Duramax 2.8 litre diesel, whoever builds them, as long as they’re built in the USA, Canada, or Mexico, if they’re going to be for the North American market.

Austin…Advance Adapters shares that any vehicle with swap parts listed in the A/A inventory can be a potential candidate for the R2.8L Cummins turbodiesel swap. Ranger and Bronco II engine swap adapters (V-8 conversions and such) were addressed years ago. It’s worth contacting Advance Adapters to discuss your ’98 Ranger and the Cummins R2.8L crate engine swap. Be sure you know your state/local emissions requirements before taking the conversion plunge. Make sure the R2.8L four-cylinder turbo-diesel will meet the standards. See the Cummins Repower website for details.

i want to do this 2.8 swap in my cherokee but really want to keep my aw4. can i use the ax15 adapter plate and just bolt my flywheel and tc to the crankshaft spacer? and would the rad designs electronic manual shift control make the aw4 work as a stand alone?

I understand, Frank…Our ’99 XJ Cherokee has the AW4 as well, which would need the same kind of attention. Contact the Advance Adapters tech support team about mating the AW4 to the Cummins R2.8L. They can suggest the current options; the early approach was to replace the AW4 with a 700R-4 or 4L60E G.M. transmission. With encouragement from enough AW4 owners, A/A may have a solution in the works. Please share any update information on the AW4-to-Cummins R2.8L option.

The shift linkage is not the issue, you could maintain the OEM shift linkage since it’s console mounted and operates through the floorboard. The challenge is the transmission kick-down linkage from the engine’s throttle body to the transmission. This pressure signal is mechanical/cable actuated on the AW4 unlike contemporary transmissions with electronic signals from the throttle.

It would not be a major challenge to configure a cable linkage with bellcrank assembly that would work with the Cummins engine’s throttle linkage position. You would need to account for the ratio of the throttle valve opening versus the TV cable’s movement. It could be done, and if A/A goes into an AW4 adapter for the R2.8L diesel, this would be a logical accessory.

Hi
I do have a 2000 F 450 4WD with a 7.3 and a ZF 6speed manual.
The engine just gave up.
Transmission is rebuilt.
I would like to keep it running, is in good condition (except engine).
Is been used as a service truck so I do not need a lot hp but I like a diesel in there which is good on fuel.
Do I need a different adapter .
Or anything else you can think about.

I also have a 2010 GMC Canyon 2WD 5 speed manual.
Would like to make a fuel sipper.
Any comment

Thomas, the R2.8L Cummins could be fitted to a ZF or other manual transmissions like the NV4500 or NV5600; however, there is a huge engine displacement difference between the R2.8L and your 7.3L Navistar engine. I happen to like the Ford 7.3L Navistar/I-H V-8, and it would be much more sensible to rebuild the 7.3L than to pursue the R2.8L swap. The R.2.8L Cummins engine and adapters, plus your labor or labor sublet for the conversion, would be in the $11,000-plus range. This amount could easily cover the replacement cost of your 7.3L with either a quality rebuilt 7.3L exchange engine or your rebuilding of the original engine.